Method of making gears



Nov. 24, 1 42. GOLBER 2,302,942

METHOD OF MAKING GEARS Original Filed June 7, 1939 Q '2 Sheets-Sheet 1 basal/mas .I

Nov. 241 1942. E, OL R 2,302,942

METHOD OF MAKING cams Original Filed June 7, 1939 2 Sheets-Sheet 2 Patented Nov. 24, 1942 Hyman E. Golber,

Chicago, Ill., assignor to Miehle Printing Press and Manufacturing Company, Chicago, 111., a corporation of Illinois Original application June I, 1939, Serial No.

Divided and this application December 22, 1939, Serial No. 310,502

9 Claims.

My invention pertains to certain improvements and betterments in the methods of makin companion or complementary gears and it concerns more particularly the production of pairs of intermeshing gears which provide a non-uniform or varying rotation, at least in part, of the driven gear of the couple.

One aim of the invention is to supply a method of producing gears capable of affording movements of mechanicaleiementswhichheretoforehave been impossible or impractical to make, and, by reason of this invention, the motions capable of production are now of great variety.

Another object of the invention is the supplying of a novel procedure of making gears of this character which are free from cusps and which have all of their teeth in a single plane, or at least in operative register.

A further purpose of the invention is the making of gears which will give the least degree of shock to the parts involved, even though the driven-gear and its associated mechanical-elements are operated at variable speeds.

In automatic machinery, the movements of the various parts thereof are usually obtained L'rom the motion of the follower impelled or aciuated by a driver, the latter ordinarily rotatin at a uniform speed, the follower having some definite motion, usually one of rotation. When the follower motion is a rotation at uniform speed, the driver and follower are customarily connected by ordinary circular gears; when the follower motion is a rotation of non-uniform speed, irregular-shaped gears are sometimes used; and when the follower moves in a more complicated manner, various kinds of devices, such as cams, planetary-gears, levers, or sundry combinations thereof are used. Frequently, the designer of a machine is unacquainted with any means which will produce the required follower motion, and, therefore, he is compelled to resort to an undesired motion which he knows how I to produce.

en-gear from data of the required, at least in part, non-uniform motion, (b) the development of pitch curves for both the driving and driven gears, (c) the making of master-patterns in accordanee with such pitch-curves, and (d) the production of the driving and driven gears under the control of such dominant patterns or cams.

The invention can best be understood by reference to the illustrations in ,the accompanying drawings HIWhiCh Figure 1 illustrates an original and a modified so-called speedgraph;

Figure 2 portrays the pair of gears produced;

Figure 3 shows the method of making the first, reduced-size master-cam for the driven-gear;

Figure 4 presents the same for the drivinggear;

Figure 5 depicts the complete, first master-cam. for the driven-gear;

Figure 6 pictures the same for the drivinggear;

Figure discloses the second, full-size, mastercam for the driven-gear; and

Figur 8 sets forth the same gear.

It is to be understood, of course, that in presenting an example of how the invention may be put into commercial practice, no statement confor the driving-- tained therein should be deemed as constituting any limitation on the scope of defined by the appended ciaims.

To facilitate an understanding of this invention and to indicate the differences between more or less related terms, the following definitions should be kept in mind: acceleration is the rate of increase of speed, deceleration is the rate of decrease of speed, displacement is the change of position with the element of time omitted, speed is the rate of change of displacement, and impulse is the rate of change of acceleration or deceleration. The term parabolic means a particular kind of non-uniformity where the change is according to the square of the time.

Let it be assumed that the problem to be solved is the production of a, pair of correlated driving and driven spur-gears of which the former is to rotate at a uniform speed and the latter is to'revolve at a speed which, for a portion of the time at least, is variable in order to produce required noneuniform movements.

Accordingly, using a rectilinear-system of coordinates, a speedgraph line is drawn representing the needed speed characteristics of the drivengear to be provided, and in Figure 1 such a line is shown partly in full line and partly dotted.

the invention as In such Figure 1, the horizontal base-line Hillll0l20-l30--l40l50l80 I10 I80 I00 represents zero speed, distances above such baseline delineating follower or driven-gear rotation in thefopposite direction to that of the drivinggear and distances below such base-line denoting driven-gear rotation in the same direction as that of the driving-gear.

picts the required speed rotation of the follower or driven-gear to be'supplied, the, line l'l0 'l00- I20 portraying a period of dwell or non-rotation of the follower-gear, the two ends of the line characterized I00, I00 representing the same single point: that is to say, the follower does not that horizontal part l9-2l of the line designates a uniform rotation of the follower or driven-gear at the highest speed reached at the end of the acceleration; and that straight section 2l-ll0 of the line depicts a uniform deceleration or parabolic decreaseof angular-displacement of the rotating follower-gear.

In drawing such a speedgraph, any convenient or suitable unit of ordinate length'is arbitrarily chosento represent the known uniform rotational speed of the driving-gear, and the vertical speedordinates of the follower-gear line of the speed graph are of lengths based upon such unit of length, the latter being shown in Figure 1 as'line 100-22, and representing, for example, an unvarying speed of 60 revolutions per minute of the driving-gear. 7

- vIf at any time during the rotation of the driven-gear, it is to be revolved at the same speed as the driving-gear, then the ordinate of the driven-gear speedgraph-line correspondingto such position of the driven-gear would be the same length as lull-22 and would be considered as 1 because of the same length as the unit I 0022; whereas, if during the rotation of the driven-gear it .is to rotate for some time half again faster than the rotation of the drivinggear, then the ordinate of the driven-gear speedgraph-line corresponding to such rotation would be 1.5, that is one and a half times the length of the unit 10-22.

It is to be particularly noted that in this speeda graph the periods of parabolic angular-displacement of the driven-gear are not denoted by curved or parabolic lines, but rather by straight inclined or sloping lines 0-49 and 2|||0 indicative of uniform change of speed.

The point i9, therefore, depictsa sudden termination of the constant substantial acceleration of the follower-gear and an abrupt institution of its uniform speed of rotation, which more or less violent transition, if it were allowed to occur,

would create a shock in the mechanism with re- '7 suiting detrimental effect, especially in a machine requiring great accuracy in the movements of its parts, as, for example, in a printing-press where registration of printing or positioning of sheets of paper are of prime importance.

The point 2| represents a similar but reverse shock-creating condition, that is to say, the quick ending of its uniform-speed revolution and the instant establishment of its period of its uniform deceleration at a material rate.

It is to be understood further that the area beneath the line l2ll l9, or l9-2|, or 2l-l10 represents the angular-displacement of the follower-gear, and this, of course, is true of any portions of such responding to 360 degrees of rotation of the follower-gear.

To avoid such abrupt or quick changes of rotation of the follower or driven gear, portrayed by the cusps at l9 and 2|, it becomes-desirable or necessary to eliminate these cusps by the substitution of curves therefor, but, inasmuch as the areas-below such'curves must be dealt with in the development of the pitch-curve for the drivengear, it is of" great importance that the curves chosen shall be such as (a) to facilitate or even make possible the ready ascertainment of the whole or partial area below the complete curve or section thereof, and (b) to, be consonant or compatible with the functioning capacity of available gear-tooth cutting-machines.

I have discoveredthat the best curve to employ for thls purpose and for theaccomplishment of the above-stated and other objects,,is a

parabola with its axis at right angles, to the horizontal base-line, suchcurve providing a constant rotational impulse-to the follower-gear.

Such parabola should be preferably relatively large, rather than small, in order to afford smooth action of the gears,- and to aid in thecutting of the gear-teeth, and it may bereadily computed .and drawn, requiring no reference to trigono- .metric tables.

- The parabola so selected may depend somewhat upon the desired requirements. in the finished machine, bearing in mind that the companion driving-gear must cooperate with the final follower ordriven gear at these points, and remembering the facilities available for cutting thegearteeth, etc., but no difilculty will be experienced by one skilled in the art in providing such cuspeliminating parabolas.

The parabola so employed will, in eachinstance, be tangent to both of the lines which it connects,

. thus assuring no drastic or undue changes of acceleration of the follower-gear.

In Figure 1 the speedgraph has been modified to indicate the employment of parts of two suitable parabolas to remove the cusps referred to, and, in such figure, the parabolic lines "-44 and l5l6 have been introduced to take the place of the upper portions of the lines l2lll9 and 2ll10 and the'opposite end portions of the line 19-2l.

In the final speedgraph chart, it is to be remembered that the or inates of the curve represent speed, the area beneath the curve angulardisplacement, and the grades of the curve acceleration or deceleration, as the case may be.

From this new altered speedgraph curve or line HID-l l0-l3l4I5I8l80-l00, and in which the ordinates I 4-440 and l5l50 represent the axes of the two parabolas, it will be seen that the constant acceleration or parabolic angular-displacement, indicated by the straight, sloping line I Ill-l3, is'gradually and smoothly modifled, as represented by the parabolic line l3-l4, so that, although acceleration continues from I! to ll, it is no longer constant but rather decreasing and of a type having no known name, and, at the point H, such acceleration becomes zero and the motion of the follower-gear transformed into a uniform speed represented by the line H-IS.

Again. such uniform rotational speed of the line I9-I2ll with the base line at the driven or follower gear is ended at the point I5 and deceleration thereof instituted gradually and smoothly'and then more or less rapidly increased, as represented by the parabola section I5-IS, and at the point I6, such deceleration becomes and continues constant and unvarying until the beginning of the dwell at the point I.

It should be observed that at each of the points I3, I4, I5 and IS the parabolas are tangent to the lines -43, ll-I5, IS-Il and I6-I80, respectively.

Just how such parabolas shall be employed to cut off the cusps in the speedgraph may depend upon any one of several factors.

In the present case let us assume that the length of the uniform speed line I9- -2I is not absolutely essential to obtain the required operation of the parts actuated by the driven or follower gear and that the rapidity of acceleration and deceleration, as represented by the lines IZII-IB and 2I-I'I0. may be slightly changed without interfering with the successful operation of the machine.

To produce this result, the section of the parab- 01a. I3-I4 is introduced into the speedgraph with the vertex of the parabola at the point I4, and the slope of line I2Il-I9 is decreased slightly, so that the parabola is tangent to the line I4-I5 and also tangent to the new line IIIl-I3, the inclination of line I20-I9 having been changed just enough so that the area IIO-I3-I4-I4lI-- I3lI-IIII, representing angular-displacement of the driven-gear, in the final speedgraph, is exactly the same as the original area IIII-IB-Il- I40-I3Il-I2II.

As is fully shown, this change of inclination is brought about by shifting .the intersection of point I20 slightly to the left to point III] and terminating the new straight inclined line at the point I3.

As will be readily understood, another section of parabola I5-I6 is similarly introduced into the diagram to eradicate the cusp at 2|.

If it were essential to maintain the length of line I9--2I to secure a predetermined period of constant speed of the driven-gear and it were permissible to change the period of, or rate of, acceleration and deceleration, the lines I2ll-I-9 and 2I-I'Ill would be correspondingly modified to permit the introduction of the parabolas.

Or, in some cases, the length of the area I4- I5-I5III40 under the new curve or line may be increased in very minor degree to keep the total area under the follower-gear curve the same as in the original speedgraph.

One acquainted with, and skilled in, this art will encounter no substantial difllculties in removing the cusps by the adoption and introduction of the parabolas and at the same time preserving the required irregular rotation of the follower-gear to be produced In every instance, the parabola employed has its axis vertical, that is at right-angles to the base-line, to facilitate mathematical calculation, ratherthan resorting to complicated formulae or trigonometric tables.

Actually, in this speedgraph chart of Figure 1, the total angular-displacement of the drivinggear should be represented by the area of a rectangle having a length represented by the full length of the base-line IOU-I00 and having a height Hill-22, but, inasmuch as the base-line itself can be conveniently used for such representation, because its various sections are directly proportional to the corresponding areas, it is hereinafter so employed.

Accordingly, the several portions of the horizontal base-line, the total length of which corresponds to the 360 degrees of uniform rotation of the driving-gear of the pair, represent as follows in this particular example:

IIIl-I I0=29.6388885 degrees I III-I3Il=40.0000000 degrees I ill-I 40:40.0000000 degrees IllI--I :140.!222230 degrees I 50-I :40.0000000 degrees I ill-I :40.0000000 degrees IBII-I 00:29.6388885 degrees That is to say, the speed of rotation of the driven-gear at the position corresponding to I3 (Fig. 1) will be 1.00628931 times the uniform speed of rotation of the driving-gear, at each of the positions I4 and I5, 1.50943396 times such driving-gear speed of revolution, and at position I6, 1.00628931 times such driving-gear speed.

As the line portion I8ll-IIlIl-I I0 is a dwell for the driven-gear, point 30 (Figure 2) on the dotted extension of the pitch-curve of the latter would have to be kept at the driving-gear axis, and this would be quite unsatisfactory for several reasons. Therefore, the dwell part is mechanized, not by pitch-curve gears, but by cams and roller arms.

Moreover, the gear-portions on line II-I3 near the point III! and on line I6 -I8Il near the point I80 are not satisfactory because the gears would unmesh, and so the cam-and-roller drive is made to provide also for the disadvantageous lower portions only of lines IIII-I3 and IB-ISII.

It has been indicated previously that the cusps are to be removed from the speedgraph and yet two remain at III! and I80, these two occurring, not on the gear-portion, but on the cam-portion, as just stated above, when the follower-gear speed is very low; yet in some speedgraphs even the speed-zero cusps are rounded out.

The manner in which such cams and rollers may be employed for the specified purpose is fully presented in my United States Patent 2,027,818, Drive-mechanism, granted January 14, 1936, and need not be referred to here further.

Now for each degree of turn of the drivinggear beginning at zero at the point I00 (lefthand end of the line), for each corresponding ordinate of the follower-gear curve IOII-IIO-- I3-Il-I5-I6-I8lI-Illll, the total area beneath such curve to the left of such ordinate represents the total amount of angular displace ment or turn of the driven-gear. In mathematically determining such areas under each parabola, one starts with the axis (ll-I40 or I5- I5II) of the parabola and works backwardly for the parabola I3-I4 and forwardly for the parabola I S-IB as otherwise the computation would perhaps be unduly complex.

For example, the-driven-gear does not begin to rotate until the driving-gear has turned 29.6388885 degrees corresponding to the point- I III, and, while the driving-gear revolves the next 40 degrees, as represented by that portion of the base-line IIO-I30, the drivengear must rotate an'amount corresponding to the area IIOI3- I30 which is determined in this manner:

In this connection it must be appreciated that, although the length of line IIO-I3 is greater than the length of the line IIOI30, nevertheless the driven-gear is rotated a lesser amount during the rotation of the driving-gear than that of such driving-gear, this being due to the fact that, whereas the length of line IIO--I30, as we are now considering it, represents the extent of rotation of the driving gear, the area beneath Machines are assumed to be built of rigid material, as for example, cast-iron, but, of course, in reality there is no such thing as an absolutely rigid material, that is every body bends in some degree when forces are applied to it, the amount of bending being proportional to the stress to which it is subjected.

Since in a machine, the inertia forces are proportional to the square of the machine-speed, such bends of its parts created by such forces are proportional to the square of the machine-speed times acceleration.

At every speedgraph cusp, the bodies would have two different bendings corresponding to the different grades of the lines meeting at the cusp, and, since it frequently happens that the, bodies are considerably resilient, they would bend suinciently to cause misplacement of the parts. and,

at high speed, would "knock" and result in de-,

fective operation 01' the mechanism.

Such troubles are eliminated by the practice of the present invention based on the removal or avoidance of cusps in the speedgraph-curve.

The following table may be of assistance in analyzing what happens to the driven-gear at different parts of the speedgraph-chart:

Spcedgraph Displacement Speed Acceleration Impulse ilnrimntal zero line 0 0 0 0 Horizontal upper iino.... Changes at uni- Remains constant. 0 0

- Iorm rate. Oblique straight iinos. Parabolic-..- Changes Lat uni- Remainseonstanh 0 0m PB 0. lnroboias Cubic Parabolic Changes at con- Remains constant.

stunt rate.

tion thereof, the driven-gear will be revolved an amount corresponding to the area I-I3-Il I40, which is computed in known manner thus: Arcu l.lI)l3-i4-MI)= AX(IIiI)l40)X((.l30l3)+2(l40-l4)) ifsXM) degrees xurmzaczwzutomsaom) 5103876305 degrees Further, while the driving-gear turns the next 14017222230 degrees, represented by the line I40I50, the driven-gear will be rotated 212.- 4109023 degrees in accordance with the rectangular area I40-IlI5--I50.

When the driving-gear rotates the succeeding 40 degrees, in correspondence with line II60,' the driven or follower gear revolves 53.66876305 degrees, and, while the driving-gear thereafter turns 29.6388885 degrees, denoted by line "0- I80, the companion driven-gear turns 20.1257862 degrees.

By this time, the driven-gear has completed its single 360 degree revolution, and it dwells or remains stationary during the period the drivinggear turns two times 29.6388885 degrees, that is 59.2777770 degrees, represented by the combined lines I80I00II0.

As will be readily understood, the area beneath the straight sloping line IIOI3 represents a uniform acceleration of the driven-gear, the area beneath the section I3--Il of the vertical parabola corresponds to a constant impulse resulting in a graduated reduction of the acceleration, whereby the rotation of the driven-gear reaches a uniform or unvarying speed-at the point H. which condition persists, as represented by the rectangle I40-I4-I5-I50, until point I! is reached, whereupon the speed of the driven-gear is decelerated at a gradually increasing rate which, at the point It becomes a uniform deceleration until point I80 is reached, where such deceleration has brought the driven-gear to a standstill.

In Figure 2, the driving-gear 0| and its attendant or mating follower or driven-gear I! are shown in meshed relation, in this particular or specific example with a fixed distance of 16.625 inches between their axes 33 and 04 respectively, about which they are designed to revolve.

We will now consider the manner in which such pair of gears is produced from the speedgraph of Figure 1.

For each degree of rotation of the driving-gear, as indicated by the line I00-I00, the corresponding amount of turning of the driven-gear is determined mathematically in the same general manner as indicated above for the particular points IIO, I30, I40, I50, I00, I00, so that for each added degree of turning of the drivinggear, from its starting point, the total amount of turning of the driven-sear will be known.

It can be readily demonstrated that with these gears, the ray (not radius) (R for the drivinggear and r for the driven-gear) from the axis of the gear around which it revolves to its pitchcurve at any point of the latter is for the drivinggear represented as follows:

R=c0nstant distance between the axes of rotation ofthe two gears (L=in this cas 16.625 inches) multiplied by the speedgraph ordinate (S) corresponding to the angle or the ray and such product divided by 1 (one) plus the same speedgraph ordinate (S) and the equation may be written thus:

LS 1+s and similarly the equation for the ray of the driven or follower sear may be expressed thus:

As an example of the manner of determining v plied to such rays.

the length of a certain ray for the driving-gear and the length of the corresponding ray for the driven-gear, the following is presented.

Assume that such unknown ray of the drivinggear is that in action after the driving-gear has rotated 69.6388885 degrees (29.6388885 degrees (IIIII-IIII) plus 40 degrees (IIII-I3ID) to the point I30, then its length using the above formula is ascertained thus:

R 8.339 inches r=8.286 inches R+r= 16.625 (fixed distance between gear axes) (length of ordinate 130-13) In this manner the lengths in inches can be found for each pair of rays of the two gears, and in each instance the sum oi the lengths of the two rays must equal the fixed distance 16.625 inches.

The pitch-curve for the plotted on a sheet of paper by drawing 360 rays from a common center one degree apart and marking on each such ray line the proper length thereof as determined by the above-noted formula, and then by drawing a line through all of these points, such line will represent the pitchcurve for the driving-gear.

' Instead, however, of thus plotting such pitchcurve by drawing the diverging rays from a common center one degree apart, the many successive points defining the pitch-curve may be plotted by means of a system of rectilinear-coordinates.

The driven-gear pitch-curve may be plotted in similar manner by drawing the 360 radiatin rays equally spaced and marking thereon the driving-gear may be oints determined by the formula stated above,'

or the rays may vary as to the degrees or angle between them as determined for each degree of turning of the driving-gear and the marks ap- In either case, a line drawn through the suceesslve marks or points results in the drivengear pitch-curve.

Instead of using rays for the location of such pitch curve points, a system of rectilinear-coordinates may be resorted to.

Such driving-gear pitch-curve 35 (Fig. 4) may be originally plotted and drawn on the plane face of a flat metal plate 36 of suitable thickness, or may be transferred thereto from the curve plotted on paper, and, in like manner, the driven-gear pitch-curve 31 (Fig. 3) may be plotted on another suitable blank plate 38.

Each such plate then has its center portion cut out by providing a series of overlapping holes through the plate by a reciprocatory rotary-cutter, the axis or center of which in each cutting operation is in register with the corresponding pitch-curve; and, a hole is thus cut through the plate for each of the equally-spaced (one degree) rays of the driving-gear pitch-curve and for each of the rays for the pitch-curve of the driven-gear.

scales at right-angles to one Some only of such holes 33 are shown for the driving-gear and these are not spaced as close to one another as in actual practice, corresponding holes 4| being used in the other plate 33.

After all of these holes have been out, we have a crude first master-cam and a similar first master-cam 43 for the drivengear, each cam being smaller all around by the radius of the cutter than the corresponding pitchcurve, all as is clearly shown.

To preclude any relative movement of each such cam and the blank from which it is being cut in the manner indicated, the blank should initially be fastened fixedly at several points to a sustaining or supporting plate or member whereby each cam 42 or 43 is immovable with relation to its blank 36 or 38 during the entire cam producing operation.

In some cases, it is preferable to cast or otherwise provide a blank of substantially the shape of the cam to be made but slightly larger than the cam, and, instead of actually boringholes through a blank, using the same cutter in the same way, except that the rotary-cutter during its successive longitudinal movements removes only a relatively small amount of metal from the periphery of the blank.

Owing to the slight spacing between the holes or cuttings of the two groups or series, each such cam 42, 43 will have minor transverse ribs or ridges on its edge and these are very carefully removed by filing or grinding, thus providing the final first master-cams I42 and I43.

By using these first master-cams with rollers traveling on their edges and with suitable mechanically-associated cutters, the positions of which are controlled by the shapes of such first cams, and by means well understood by any machinist, second full-size pitch-curve mastercams 242 and 243 are provided and these have peripheries exactly like the corresponding pitchcurves 35 and 31.

The reason wh such final full-size cams 242 and 243 cannot be made direct by the method of producing the first cams I42, I43 is that the rays of the pitch-curves are not always normal to the curves.

As a matter of fact, while it is ordinarily desirable to do so, it is not essential and imperative that the pitch-curves 35 and 31 be produced, either on paper or on the metal blanks from which the first master-cams are made, but rather the successive points for the location of the center or axis of the cutter may be selected and obtained on an accurate machine, working on a rectilinearsystem of coordinates for placing the cutter in its series of positions relative to the :blank on which it operates.

For example, assume that the axis of the rotary-cutter is fixed, then the blank is capable of two definite movements at right-angles to one another for locating the cutter with great exactitude for producing the required hole through the blank or cut from the edge of the blank, and, then for the next hole or cut, the blank fixedly mounted on the movable or adjustable member of the machine is shifted by adjustment of such member into correct position cut and so on.

This is the method of procedure at present practiced for the making of the chain or succession of overlapping holes or cuts and the exact and precise locations of the cutter with relation to the blank are determined, not necessarily by another on the ma- 42 for the driving-gear for the next hole or of the speedgraph cusps,

chine, but by the employment of very accurate rods of different calibrated lengths.

Of course, a machine could be employed for such cutting in which the metal-blank remains stationary and the cutter is adjusted in two directions at right-angles to one another.

The two, second, full-size master-cams 242 and 243, having been made in the manner indicated, it now becomes necessary to make a pair of pitchcurve gears 3| and 32 under their control.

Using these two cams, similar gear-blanks are made, the shapes thereof being governed by rollers traveling on the edges of the two cams, but such rollers and the cutters controlled thereby are so related that the gear-blanks have addenda to provide for the gear-teeth to be subsequently cut.

Assume that master-cam 242 is slowly revolved about its axis 244 and that a roller of proper size is held against its cam periphery under great pressure to preclude slipping, and assume that such roller is also mechanically connected to and revolves a rotary gear-tooth cutter, such as is commonly employed in a Fellows gear-cutting machine, acting on'the corresponding gear-blank referred to, such gear-tooth cutter cuts the teeth on the blank, the number of teeth and pitch having been determined in accordance with the standard practice in making ordinary spur-gears.

In this case, such master-cam, through its associated roller, revolves the gear-tooth cutter on its axis for the cutting of the teeth, the moving of such cutter in and out toward and from the axis of the gear-blank being also produced by such master-cam through such roller. The moving of the gear-tooth cutter to clear the gearblank on the return stroke of the cutter is provided as in a Fellows gear-tooth cutting machine.

In this manner, the first driving-gear 3| is made, and, in an analogous way, the initial driven-gear- 32 is supplied while the master-cam 243 revolves around its axis 215.

In the cutting of the teeth of subsequent gears on their blanks, the corresponding master-cam '242, in the case of the making of the driving-gear, controls the in-and-out (not retum-clearance) travel of the gear-tooth cutter, but, by having the first gear 3| rotate simultaneously about its axis and gearing it tothe gear-tooth cutter, a positive rotation of the latter occurs, rather than through the friction-drive employed in making the first gear, and, of course, it will be understood that the subsequent driven-gears will be made in an analogous manner.

'I'hose acquainted with this art will readily understand that the specified objects and aims of the invention are attained by practicing the procedure herein set forth and in the resulting cooperating gears produced in this way.

The invention, as defined by the appended claims, is not necessarily limited or restricted to all of the details set forth above and these may be modified or changed more or less without departure from the substance and essence of the invention and without the loss or sacrifice of its several material benefits and advantages.

It will be understood that in some instances,

inverted parabolas may be used in the elimination but in all cases the parabolas have preferably their axes vertical for the reasons specified above.- This application is a division from my co-pending application Serial No. 277,858, Gears, filed June '7, 1939, which matured into Patent 2,253,- 270 on August 19, 1941.

I claim:

1. For use in the art of making a pair of complementary driving and driven gears of which the driving-gear is to be rotated at a uniform speed and the driven-gear at a variable speed including the making with a rectilinear-system of coordinates a speedgraph-line of the drivengear to be produced, said speedgraph-line incorporating one or more cusps, and in which speedgraph the ordinates of said line represent the speed, using as the speed-unit for such ordinates the predetermined uniform speed of rotation of the driving-gear, the area beneath said line representing the angular-displacement of the driven-gear, and the grade of said line representing acceleration or deceleration of the drivengear, the abscissae of said system corresponding to the angular-displacement of the driving-gear, the following novel combination of operations in any permissible order: (a) eliminating from such speedgraph-line one or more cusps by substituting for each thereof a curve connecting the two portions of the line at opposite sides of the cusp and modifying such speedgraph-lineto compensate for its alteration by said curve-introduction to retain beneath the line an area equal to the original area thereunder prior to said cusp-elimination, the final line having each saiding and driven gears multiplied by the ordinate of said speedgraph-line correspondingto such ray, such product being divided by one (1) plus such ordinate; (0) making for the driven-gear an undersize first-cam having a cam-contour of the shape and size of the full-size driven-gear pitchcurve, except that all rays of the cam-contour are less than the corresponding r'ays of.such driven-gear pitch-curve by an equal amount, the length of each said full-size driven-gear pitchcurve ray being equal to said predetermined fixed distance between the axes of said driving and driven gears divided by one 1) plus the drivengear speedgraph-line ordinate corresponding to said ray; (d) making under the control of a member cooperating with the undersize cam.- contour of said first driving-gear cam a second driving-gear cam with a full-size pitch-curve cam-contour; (e) making under the control of a member cooperating with the undersize camcontour of said first driven-gear cam a second driven-gear cam with a full-size pitch-curve cam-contour; (1) cutting the teeth on a drivinggear blank by a gear-tooth cutter both the rotation and position of which is effected by a roller held solely frictionally against. and revolved on its axis by, the cam-contour of said second full-size driving-gear cam while such cam and roller travel relatively to one another whereby said gear-teeth will have a pitch-curve like the cam-contour of said second full-size driving-gear cam; and (9.) cutting the teeth on a driven-gear blank by a gear-tooth cutter both second full-size driven-gear cam while said cam and roller travel relatively to one another whereby sald gear-teeth will have a pitch-curve like the cam-contour of said second full-size drivengear cam.

2. The novel features in the method of making a pair of complementary driving and driven gears set forth in claim 1 and including the additional novel features of (h) cutting theteeth on another driving-gear blank by a gear-tooth cutter rotated on its axis" by said driving-gear cam.

3. The novel features in the method of making a pair of complementary driving and driven gears set forth in claim 1 in which each said curve introduced into said speedgraph-line constitutes a portion of a parabolic-curve.

4. The novel features in the method of making a pair of complementary driving and driven gears set forth in claim 1 in which each said curve introduced intg said speedgraph-line constitutes a portion of a parabolic-curve with the axis of each such parabolic-curve perpendicular to the base-line of the rectilinear-system. of coordinates. I v

I 5., The novel features in the method'of making a pair of complementary driving and driven gears set forth in claim 1 in which each curve introduced into said speedgraph-line is a portion of a position in register with such pitch-curve and with such positions sufficiently close together so parabolic-curve, and including in addition (it) cutting the teeth on another driving-gear blank by a gear-tooth cutter rotated on its axis by said driving-gear in geared relation thereto, the in and out travel of said cutter being produced by the contour of said full-size driving-gear cam;

and (i) cutting the teeth on another driven-gear blank by a gear-tooth cutter rotatedon its axisby said driven-gear in geared relation thereto,

the in and out travel of said cutter being producedby the contour of said first full-size, drivengear cam.

6. The novel features in the method of making a pair of complementary driving and driven gears set forth in claim 1 in which each curve introduced into the speedgraph-line is a portion'of a parabolic-curve with the axis thereof perpendicular to the base-line of the rectilinear-system driven-gear cam.

7. The novel features in the method of making a pairof complementary driving and driven gears set forth in claim 1 in'which each said drivinggear under-size cam and driven-gear under-sizecam is made by a longitudinally-reciprocated rotary-cutter positioned with relation to the camblank at a series of positions along the correthat the successive holes, each cut through the thickness of the cam-blank during the rotation and advance of the cutter, overlap, the retraction of the cutter allowing it to be placed as,

stated for producing the next hole, and removing the ridges, if any, on the'undersize cam-contour of both said driving and driven gear pitch-curve cams.

8. The novel features in the method of making a pair of complementary driving and driven gears set forth in claim 1 in which each said drivinggear undersize-cam and driven-gear undersizecam' is made by a longitudinally-reciprocated rotary-cutter positioned with relation to the camblank at a series of positions along the corresponding gear pitch-curve with its axis at each position in register with such pitch-curve and with such positions sufliciently close together so that the successive holes, each cut through the thickness of the cam-blank during the rotation and advance of the cutter, overlap, the retraction of the cutter allowing it to be placed as stated for producing the next hole, and removing the ridges, if any, on the undersize cam-contour of both said driving and driven gear pitch-curve cams; and including the additional novel features of (h) cutting the teeth on another driving-gear blank by a gear-tooth cutter rotated on its axis by said driving-gear in geared relation thereto, the in and out travel of said cutter being produced by the cam-contour of said full-size driving-gear cam; and (i) cutting the teeth on another drivengear blank by a gear-tooth cutter rotated on its axis by said driven-gear in geared relationthereto, the in and out travel of said cutter being produced by the cam-contour of said full-size driven-gear cam I i 9. The novel features in the method of making a pair of complementary driving and driven gears set forth in claim 1 in whicheach said curve introduced into said speedgraph -line constitutes a portion of a parabolic-curve with the axis of each such parabolic-curve perpendicular to the base-line of the rectilinear-system of coordinates; and in which each said driving-gear undersize-cam and driven-gear undersize-cam is made by a longitudinally-reciprocated rotarycutter positioned with relation to the cam-blank ata series of positions along the corresponding gear pitch-curve with its axis at each position in register with such pitch-curve and with such of coordinates; and including in addition (h) cutting theiteeth on another dr'ivin -gear blank sponding gear pitch-curve with its axis at each 76 positions sufliciently close together so that the successive holes, each cut through the thickness of thecam-blank during the rotation and advance of the cutter, overlap,= the retraction of the cutter allowing it to be placed as stated for producing the next hole, and removing the ridges, if any, on the undersize cam-contour of both said driving and driven gear pitch-curve cams; and including the additional novel features of (h) cutting the teeth on another driving-gear blank by a gear-tooth cutter rotated on its axis by said driving-gear in geared relation thereto, the in and out travel of said cutter being produced by the cam-contour of said full-size drivinggear cam; and (1') cutting the teeth on another driven-gear blank by a gear-tooth cutter rotated on its axis by said driven-gear in geared relation thereto, the in and out travel of said cutter being produced by the cam-contour of said full-size driven-gear cam.

HYMAN E. G'OLBER. 

